CN115081277A - Bridge damage identification method and device based on double-shaft vehicle contact point response - Google Patents
Bridge damage identification method and device based on double-shaft vehicle contact point response Download PDFInfo
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Abstract
The invention relates to a bridge damage identification method and device based on double-shaft vehicle contact point response, wherein the method comprises the following steps: establishing a biaxial car finite element model and a reference bridge finite element model; acquiring actual axle response of the double-axle vehicle when the double-axle vehicle passes through an actual bridge, and acquiring reference axle response of the double-axle vehicle when the double-axle vehicle passes through a reference bridge according to the finite element model of the double-axle vehicle and the finite element model of the reference bridge; determining a target reference eigenmode function and a target actual eigenmode function according to the reference axle response and the actual axle response; and determining a damage index according to the target reference intrinsic mode function and the target actual intrinsic mode function, and determining the damage position of the bridge based on the damage index. According to the bridge damage identification method and device based on the double-shaft vehicle contact point response, the damage position of the bridge is judged through the intrinsic mode function of the bridge, and the precision of damage identification is improved.
Description
Technical Field
The invention relates to the technical field of bridge detection, in particular to a bridge damage identification method and device based on double-shaft vehicle contact point response.
Background
The bridge is a node and a throat in the national traffic and transportation life line engineering, and has irreplaceable effects on the aspects of promoting personnel communication, guaranteeing material transportation, promoting economic development and the like. Along with the increase of service time, the traffic load, especially frequent overweight action, fatigue effect, corrosion effect, material aging and other adverse factors, will lead to the performance reduction, damage accumulation, induced damage and even collapse of the bridge structure. Health monitoring is one of the important means for bridge supervision and maintenance. Damage identification is a key component in bridge health monitoring; it requires identifying the presence of lesions and then locating and evaluating the severity of the lesions.
At present, researches on an indirect method comprise the steps of identifying bridge frequency, vibration mode, damping ratio and damage by using the indirect method, most of the researches are theoretical derivation and numerical simulation, and relatively few model experiments and real bridge experiments are performed. In the bridge damage identification method by using the indirect method, most of the methods are that an acceleration sensor is arranged on a vehicle, the acceleration response of the vehicle in the driving process on the bridge is recorded, the damage index is constructed by combining the frequency and the vibration mode obtained by processing the acceleration response by the coupling of the vehicle bridge, and few methods also directly use the acceleration response to construct the damage index.
However, the damage index constructed by the indirect method is easily disturbed by the roughness of the road surface, and it is difficult to identify the micro damage of the bridge. Extracting bridge frequency according to vehicle response, and then carrying out damage identification by using the bridge frequency; except that a few articles combine with a deep learning theory to successfully locate the damage position, most articles can only judge whether the damage exists. For the bridge vibration mode extracted according to the vehicle response, constructing damage indexes by using the modal vibration mode, the modal curvature difference, the modal strain energy and the like to carry out damage identification; although most can successfully identify the damage position and the damage degree, the damage position and the damage degree are still susceptible to noise and road roughness.
Disclosure of Invention
In view of the above, it is necessary to provide a bridge damage identification method and device based on dual-axis vehicle contact response, so as to solve the problems of low damage sensitivity and low identification accuracy of the bridge damage identification method in the prior art.
In order to achieve the technical purpose, the invention adopts the following technical scheme:
in a first aspect, the invention provides a bridge damage identification method based on double-shaft vehicle contact point response, which comprises the following steps:
establishing a biaxial vehicle finite element model and a reference bridge finite element model;
acquiring an actual axle response of the double-axle vehicle when the double-axle vehicle passes through an actual bridge, and acquiring a reference axle response of the double-axle vehicle when the double-axle vehicle passes through a reference bridge according to the double-axle vehicle finite element model and the reference bridge finite element model;
determining a target reference eigenmode function and a target actual eigenmode function according to the reference axle response and the actual axle response;
and determining a damage index according to the target reference intrinsic mode function and the target actual intrinsic mode function, and determining the damage position of the bridge based on the damage index.
Preferably, determining the target reference eigenmode function and the target actual eigenmode function according to the reference axle response and the actual axle response includes:
calculating a reference contact point response and an actual contact point response according to the reference axle response and the actual axle response;
and obtaining a target reference intrinsic mode function and a target actual intrinsic mode function according to the reference contact point response and the actual contact point response based on empirical wavelet transform.
Preferably, based on empirical wavelet transform, obtaining a target reference eigenmode function and a target actual eigenmode function according to the reference contact point response and the actual contact point response, including:
acquiring bridge information and vehicle information of a double-axle vehicle;
determining the driving frequency of the double-axle vehicle according to the bridge information and the vehicle information;
and screening the reference intrinsic mode function and the actual intrinsic mode function according to the driving frequency to obtain a target reference intrinsic mode function and a target actual intrinsic mode function.
Preferably, determining the driving frequency of the twin-axle vehicle according to the bridge information and the vehicle information comprises:
establishing a biaxial vehicle-bridge coupling vibration model according to the bridge information and the vehicle information;
determining a bridge motion balance equation according to the biaxial vehicle-bridge coupled vibration model;
and determining the driving frequency of the double-axle vehicle according to the bridge motion balance equation.
Preferably, the determining the damage index according to the target reference eigenmode function and the target actual eigenmode function, and the determining the damage position of the bridge based on the damage index includes:
determining a damage index of the bridge according to a difference value of the target reference intrinsic mode function and the target actual intrinsic mode function;
and judging the damage position of the bridge according to the peak position of the damage index.
Preferably, the establishing of the reference bridge finite element model comprises:
acquiring a bridge design file, and displacement data and stress data of a bridge when the bridge is formed;
establishing an initial bridge finite element model according to the bridge design file;
and obtaining a reference bridge finite element model according to the displacement data and the stress data based on a finite element model correction technology.
Preferably, obtaining the reference axle response of the biaxial car when passing through the reference bridge according to the biaxial car finite element model and the reference bridge finite element model includes:
based on ANSYS and MATLAB, the reference axle response of the biaxial vehicle when the biaxial vehicle passes through the reference bridge is determined by simulating the biaxial vehicle finite element model through the reference bridge finite element model.
In a second aspect, the present invention further provides a bridge damage identification apparatus based on a biaxial vehicle contact point response, including:
the modeling module is used for establishing a biaxial vehicle finite element model and a reference bridge finite element model;
the driving module is used for acquiring the actual axle response of the double-axle vehicle when the double-axle vehicle passes through the actual bridge, and acquiring the reference axle response of the double-axle vehicle when the double-axle vehicle passes through the reference bridge according to the finite element model of the double-axle vehicle and the finite element model of the reference bridge;
the calculation module is used for determining a target reference eigenmode function and a target actual eigenmode function according to the reference axle response and the actual axle response;
and the identification module is used for determining a damage index according to the target reference intrinsic mode function and the target actual intrinsic mode function and determining the damage position of the bridge based on the damage index.
In a third aspect, the present invention also provides an electronic device comprising a memory and a processor, wherein,
a memory for storing a program;
and the processor is coupled with the memory and used for executing the program stored in the memory so as to realize the steps in the bridge damage identification method in any one of the above implementation modes.
In a fourth aspect, the present invention further provides a computer-readable storage medium for storing a computer-readable program or instruction, where the program or instruction, when executed by a processor, can implement the steps in the bridge damage identification method in any one of the above-mentioned implementation manners.
The beneficial effects of adopting the above embodiment are: the invention provides a bridge damage identification method and device based on double-shaft vehicle contact point response, which are used for driving a double-shaft vehicle to run on an actual bridge to obtain actual axle response, establishing a double-shaft vehicle finite element model and a reference bridge finite element model, simulating the double-shaft vehicle finite element model to obtain reference axle response through the reference bridge finite element model, namely, the double-shaft vehicle responds through an axle of a nondestructive bridge, determining a target reference eigenmode function and a target actual eigenmode function based on the actual axle response and the reference axle response, further determining damage and damage positions of the bridge, eliminating the influence of noise and road roughness, and improving the damage sensitivity and identification precision of the bridge.
Drawings
Fig. 1 is a schematic flow chart of an embodiment of a bridge damage identification method provided in the present invention;
FIG. 2(a), FIG. 2(b) are functional diagrams of an embodiment of the axle response of a twin axle vehicle through a damaged and intact bridge provided by the present invention, respectively;
FIG. 3(a), FIG. 3(b) are functional diagrams of one embodiment of the response of a biaxial vehicle provided by the present invention through a damaged and intact bridge contact point, respectively;
fig. 4(a) and fig. 4(b) are respectively a functional schematic diagram of an embodiment of a target reference eigenmode function of a two-axis vehicle passing through a damaged bridge according to the present invention;
FIG. 5 is a schematic model view of an embodiment of a biaxial car-bridge coupled vibration model provided by the present invention;
FIG. 6 is a functional diagram of an embodiment of a damage indicator provided by the present invention;
fig. 7 is a schematic structural diagram of an embodiment of a bridge damage identification apparatus provided in the present invention;
fig. 8 is a schematic structural diagram of an electronic device according to an embodiment of the present invention.
Detailed Description
The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate preferred embodiments of the invention and together with the description, serve to explain the principles of the invention and not to limit the scope of the invention.
In the description of the present application, "a plurality" means two or more unless specifically limited otherwise.
Reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the invention. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is explicitly and implicitly understood by one skilled in the art that the embodiments described herein can be combined with other embodiments.
The invention provides a bridge damage identification method and device based on double-shaft vehicle contact point response, which are respectively explained below.
Referring to fig. 1, fig. 1 is a schematic flow chart of an embodiment of a bridge damage identification method provided by the present invention, and an embodiment of the present invention discloses a bridge damage identification method based on a biaxial vehicle contact response, including:
s101, establishing a biaxial car finite element model and a reference bridge finite element model;
s102, acquiring actual axle response of the double-axle vehicle passing through an actual bridge, and acquiring reference axle response of the double-axle vehicle passing through a reference bridge according to a double-axle vehicle finite element model and a reference bridge finite element model;
s103, determining a target reference eigenmode function and a target actual eigenmode function according to the reference axle response and the actual axle response;
and S104, determining damage indexes according to the target reference intrinsic mode function and the target actual intrinsic mode function, and determining the damage position of the bridge based on the damage indexes.
In a specific embodiment of the present invention, step S101 obtains comparison data under the condition that the bridge is not damaged by constructing a biaxial car finite element model and a reference bridge finite element model, and can determine the damage condition of the bridge according to the comparison data and the actual data. It should be noted that the finite element model of the biaxial car is established based on the actual biaxial car, and the finite element model of the reference bridge is also established based on the actual bridge.
In a specific embodiment of the invention, step S102 obtains a reference axle response when the dual-axle vehicle passes through the reference bridge by simulating the dual-axle vehicle finite element model to pass through the reference bridge finite element model, that is, the dual-axle vehicle passes through the reference axle response under the non-damaged bridge, and drives the dual-axle vehicle to pass through the actual bridge to obtain an actual axle response when the dual-axle vehicle passes through the actual bridge, so as to obtain an actual axle response when the dual-axle vehicle passes through the damaged bridge, and sensitivity of bridge damage detection can be improved by comparison.
In the specific embodiment of the present invention, the target reference eigenmode function and the target actual eigenmode function obtained in step S103 are important factors for measuring bridge damage, reflect the difference between the damage-free condition and the damage condition of the bridge, and can visually understand the damage condition of the bridge through the eigenmode function.
In the specific embodiment of the present invention, step S104 obtains the difference between the target reference eigenmode function and the target actual eigenmode function, that is, the damage condition of the bridge, and further determines the damage position of the bridge, so as to identify the micro damage of the bridge, and the identification accuracy is high.
Compared with the prior art, the bridge damage identification method based on the contact point response of the double-shaft vehicle provided by the embodiment drives the double-shaft vehicle to run on the actual bridge to obtain the actual axle response, the double-shaft vehicle finite element model and the reference bridge finite element model are established, the reference axle response is obtained by simulating the double-shaft vehicle finite element model through the reference bridge finite element model, namely the double-shaft vehicle responds through the axle of the undamaged bridge, the target reference eigenmode function and the target actual eigenmode function are determined based on the actual axle response and the reference axle response, the damage and the damage position of the bridge are further determined, the influence of noise and road roughness is eliminated, and the damage sensitivity and the identification precision of the bridge are improved.
Please refer to fig. 2(a), fig. 2(b), fig. 2(a), and fig. 2(b) are functional diagrams of an embodiment of the axle response of a two-axle vehicle through a damaged and undamaged bridge according to the present invention, respectively; please refer to fig. 3(a), fig. 3(b), fig. 3(a), and fig. 3(b) are functional diagrams of an embodiment of a response of a biaxial vehicle passing through a damaged and intact bridge according to the present invention. In some embodiments of the present invention, determining a target reference eigenmode function and a target actual eigenmode function from the reference axle response and the actual axle response comprises:
calculating a reference contact point response and an actual contact point response according to the reference axle response and the actual axle response;
and obtaining a target reference intrinsic mode function and a target actual intrinsic mode function according to the reference contact point response and the actual contact point response based on empirical wavelet transform.
In the above embodiment, the axle response is the axle acceleration response, and the contact point response is the contact point acceleration response, and the contact point response needs to be calculated according to the measured axle acceleration response. Without considering the road roughness and the vehicle damping, it can be seen from fig. 5 that the vehicle vertical translation and rotation balance equations are:
in the formula: mv represents vehicle mass; kv1, kv2 respectively represent the rigidity of the front and rear axles of the vehicle; jv represents the moment of inertia of the vehicle; y is v Representing vehicle vertical displacement;
representing a second derivative of vehicle vertical displacement with respect to time; θ represents a rotational response of the vehicle;
representing a second derivative of the vehicle's rotational response with respect to time; d 1 、d 2 Respectively representing the distances of the front axle and the rear axle of the vehicle from the center of gravity of the vehicle; u. of c1 And u c2 Respectively representing the vehicle front and rear axle contact point displacement responses.
The acceleration response of the front and rear axles of the vehicle can be obtained by the vertical translation and rotation response of the vehicle body:
y vk ＝y v +(-1) k+1 d k θ,k＝1,2； (3)
in the formula: y is vk Representing vehicle front and rear axis displacement responses; d k Indicating the distance of the vehicle front and rear axle from the center of gravity of the vehicle. Substituting equation (3) into (1) and (2) can obtain the acceleration response of the front and rear axis contact points as follows:
in the formula: d represents the vehicle wheelbase. Because the measured axle acceleration response in practical application is a discrete value, the two-order derivative of the acceleration to the time is obtained by adopting a central difference method:
and further obtaining a target reference eigenmode function and a target actual eigenmode function according to the acceleration response of the front and rear axis contact points of the double-axis vehicle.
It should be noted that the calculation processes of the reference contact point response and the actual contact point response are the same, and the details of the present invention are not described herein.
Referring to fig. 4(a), fig. 4(b), fig. 4(a), and fig. 4(b) are respectively a function schematic diagram of an embodiment of a target reference intrinsic mode function of a dual-axis vehicle passing through a damaged bridge according to the present invention, and a function schematic diagram of an embodiment of a target actual intrinsic mode function of a dual-axis vehicle passing through a damaged bridge according to the present invention, in some embodiments of the present invention, a target reference intrinsic mode function and a target actual intrinsic mode function are obtained according to a reference contact point response and an actual contact point response based on an empirical wavelet transform, including:
acquiring bridge information and vehicle information of a double-axle vehicle;
determining the driving frequency of the double-axle vehicle according to the bridge information and the vehicle information;
and screening the reference intrinsic mode function and the actual intrinsic mode function according to the driving frequency to obtain a target reference intrinsic mode function and a target actual intrinsic mode function.
In the above embodiments, the bridge information includes bridge span, bridge stress information, etc., and the vehicle information includes front and rear axle information of the vehicle, speed, acceleration, etc., which are directly obtained through sensors or related records.
Through empirical wavelet transform, a series of reference intrinsic mode functions IMF of different frequency components can be obtained u And the actual intrinsic mode function IMF d Then screening out a target reference eigenmode function according to the driving frequency of the double-axle vehicle
And the actual eigenmode function of the target
Referring to fig. 5, fig. 5 is a schematic model diagram of an embodiment of a biaxial vehicle-bridge coupled vibration model provided in the present invention, in some embodiments of the present invention, determining a driving frequency of a biaxial vehicle according to bridge information and vehicle information includes:
establishing a biaxial vehicle-bridge coupling vibration model according to the bridge information and the vehicle information;
determining a bridge motion balance equation according to the biaxial vehicle-bridge coupled vibration model;
and determining the driving frequency of the double-axle vehicle according to the bridge motion balance equation.
In the above embodiment, for the biaxial car-bridge vibration model, the bridge motion balance equation is:
wherein m represents the mass of the simply supported beam per linear meter; EI represents the section rigidity of the simply supported beam;
representing a bridgeCalculating a two-order derivative of the displacement to the time; u "" represents the fourth derivative of bridge displacement versus position; f (t) represents the axle contact force.
Assuming that the initial speed and the acceleration of the bridge are both 0, the displacement response of the bridge can be obtained according to the formula (7) as follows:
in the formula: m represents the number of modes considered;
S n ＝nπv/Lω bn ；p k representing the contact force of each axle and the bridge, and taking 1 and 2 as k; v represents a vehicle running speed; l represents the calculation span of the simply supported beam; t is t k Representing the moment when the kth wheel enters the axle, and taking 1 and 2 as k; omega bn Representing the natural vibration frequency of the bridge; h () represents a unit step function; and delta t is L/v.
Contact point response refers to the response of the axle contact point, essentially a bridge response. Thus, the contact point response may be derived directly from the bridge response, in addition to the vehicle response. The bridge contact positions are as follows:
x＝v(t-t k )； (10)
substituting equation (10) for equation (8) yields a contact point displacement response of:
the driving frequency component in the contact point response can be obtained to be 2n pi v/L by utilizing the triangular transformation.
Referring to fig. 6, fig. 6 is a functional diagram of an embodiment of a damage indicator provided in the present invention, in some embodiments of the present invention, determining the damage indicator according to a target reference eigenmode function and a target actual eigenmode function, and determining a damage position of a bridge based on the damage indicator includes:
determining a damage index of the bridge according to a difference value of the target reference intrinsic mode function and the target actual intrinsic mode function;
and judging the damage position of the bridge according to the peak position of the damage index.
In the above embodiment, the loss index DI of the bridge is calculated as follows:
the damage index of the bridge is a decision index for judging the damage of the bridge, whether the bridge is damaged or not and the damage position of the bridge can be directly judged through the damage index of the bridge, the tiny damage of the bridge can also be judged, and the identification precision of the bridge is improved.
In some embodiments of the invention, establishing a reference bridge finite element model comprises:
acquiring a bridge design file and displacement data and stress data when a bridge is formed;
establishing an initial bridge finite element model according to the bridge design file;
and obtaining a reference bridge finite element model according to the displacement data and the stress data based on a finite element model correction technology.
In the embodiment, the bridge design file and the displacement data and the stress data of the bridge when the bridge is formed are directly obtained by searching or looking up the related record files on line, the initial bridge finite element model is established according to the bridge design file, a group of bridge combination bodies which are only connected at the nodes, only transmit force by the nodes and are only restrained at the nodes are obtained, and then the initial bridge finite element model is corrected according to the displacement data and the stress data by the finite element model correction technology to obtain the reference bridge finite element model, so that the bridge finite element model is more in line with the actual condition, and the accuracy of loss recognition is improved.
In some embodiments of the present invention, obtaining a reference axle response of a biaxial vehicle passing through a reference bridge according to a biaxial vehicle finite element model and a reference bridge finite element model comprises:
based on ANSYS and MATLAB, simulating a finite element model of the biaxial car to pass through a finite element model of the reference bridge, and determining the response of the reference axle when the biaxial car passes through the reference bridge.
In the above embodiment, ANSYS and MATLAB are common simulation software, which is used to simulate a finite element model of a biaxial car to pass through a finite element model of a reference bridge, record relevant data of the finite element model of the biaxial car when the finite element model of the biaxial car passes through the finite element model of the reference bridge, and analyze the relevant data to judge the loss of the bridge.
In order to better implement the bridge damage identification method in the embodiment of the present invention, on the basis of the bridge damage identification method, please refer to fig. 7, fig. 7 is a schematic structural diagram of an embodiment of the bridge damage identification device provided in the present invention, and an embodiment of the present invention provides a bridge damage identification device 700, including:
the modeling module 701 is used for establishing a biaxial vehicle finite element model and a reference bridge finite element model;
the driving module 702 is configured to obtain an actual axle response of the dual-axle vehicle when the dual-axle vehicle passes through the actual bridge, and obtain a reference axle response of the dual-axle vehicle when the dual-axle vehicle passes through the reference bridge according to the dual-axle vehicle finite element model and the reference bridge finite element model;
a calculating module 703, configured to determine a target reference eigenmode function and a target actual eigenmode function according to the reference axle response and the actual axle response;
and the identification module 704 is configured to determine a damage index according to the target reference eigenmode function and the target actual eigenmode function, and determine a damage position of the bridge based on the damage index.
Here, it should be noted that: the apparatus 700 provided in the foregoing embodiments may implement the technical solutions described in the foregoing method embodiments, and the specific implementation principles of the modules or units may refer to the corresponding contents in the foregoing method embodiments, which are not described herein again.
Referring to fig. 8, fig. 8 is a schematic structural diagram of an electronic device according to an embodiment of the present invention. Based on the bridge damage identification method, the invention also correspondingly provides bridge damage identification equipment, and the bridge damage identification equipment can be computing equipment such as a mobile terminal, a desktop computer, a notebook computer, a palm computer, a server and the like. The bridge damage identification apparatus includes a processor 810, a memory 820, and a display 830. Fig. 8 shows only some of the components of the electronic device, but it should be understood that not all of the shown components are required to be implemented, and that more or fewer components may be implemented instead.
The memory 820 may be an internal storage unit of the bridge damage identification device in some embodiments, such as a hard disk or a memory of the bridge damage identification device. The memory 820 may also be an external storage device of the bridge damage identification device in other embodiments, such as a plug-in hard disk equipped on the bridge damage identification device, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), and the like. Further, the memory 820 may also include both an internal storage unit of the bridge damage identification device and an external storage device. The memory 820 is used for storing application software installed in the bridge damage identifying device and various data, such as program codes for installing the bridge damage identifying device. The memory 820 may also be used to temporarily store data that has been output or is to be output. In an embodiment, the memory 820 stores a bridge damage identification program 840, and the bridge damage identification program 840 may be executed by the processor 810, so as to implement the bridge damage identification method according to the embodiments of the present application.
The display 830 may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, an OLED (Organic Light-Emitting Diode) touch panel, or the like in some embodiments. Display 830 is used to display information at the bridge damage identification device and to display a visual user interface. The components 810 and 830 of the bridge damage identification device communicate with each other via a system bus.
In one embodiment, the steps in the bridge damage identification method described above are implemented when the processor 810 executes the bridge damage identification program 840 in the memory 820.
The present embodiment also provides a computer-readable storage medium having a bridge damage identification program stored thereon, the bridge damage identification program, when executed by a processor, implementing the steps of:
establishing a biaxial vehicle finite element model and a reference bridge finite element model;
acquiring actual axle response of the double-axle vehicle when the double-axle vehicle passes through an actual bridge, and acquiring reference axle response of the double-axle vehicle when the double-axle vehicle passes through a reference bridge according to the double-axle vehicle finite element model and the reference bridge finite element model;
determining a target reference eigenmode function and a target actual eigenmode function according to the reference axle response and the actual axle response;
and determining a damage index according to the target reference intrinsic mode function and the target actual intrinsic mode function, and determining the damage position of the bridge based on the damage index.
In summary, according to the bridge damage identification method and device based on the contact point response of the double-shaft vehicle provided by the embodiment, the double-shaft vehicle is driven to run on the actual bridge to obtain the actual axle response, the double-shaft vehicle finite element model and the reference bridge finite element model are established, the simulation double-shaft vehicle finite element model passes through the reference bridge finite element model to obtain the reference axle response, namely the double-shaft vehicle passes through the axle response of the nondestructive bridge, the target reference eigenmode function and the target actual eigenmode function are determined based on the actual axle response and the reference axle response, the damage and the damage position of the bridge are further determined, the influence of noise and road roughness is eliminated, and the damage sensitivity and the identification precision of the bridge are improved.
While the invention has been described with reference to specific preferred embodiments, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention as defined in the following claims.
Claims (10)
1. A bridge damage identification method based on double-shaft vehicle contact point response is characterized by comprising the following steps:
establishing a biaxial car finite element model and a reference bridge finite element model;
acquiring actual axle response of the double-axle vehicle when the double-axle vehicle passes through an actual bridge, and acquiring reference axle response of the double-axle vehicle when the double-axle vehicle passes through a reference bridge according to the finite element model of the double-axle vehicle and the finite element model of the reference bridge;
determining a target reference intrinsic mode function and a target actual intrinsic mode function according to the reference axle response and the actual axle response;
and determining a damage index according to the target reference intrinsic mode function and the target actual intrinsic mode function, and determining the damage position of the bridge based on the damage index.
2. The bridge damage identification method of claim 1, wherein determining a target reference eigenmode function and a target actual eigenmode function from the reference axle response and the actual axle response comprises:
calculating a reference contact point response and an actual contact point response according to the reference axle response and the actual axle response;
and obtaining a target reference intrinsic mode function and a target actual intrinsic mode function according to the reference contact point response and the actual contact point response based on empirical wavelet transform.
3. The bridge damage identification method according to claim 2, wherein the obtaining of the target reference eigenmode function and the target actual eigenmode function according to the reference contact point response and the actual contact point response based on the empirical wavelet transform comprises:
acquiring bridge information and vehicle information of a double-axle vehicle;
determining the driving frequency of the double-axle vehicle according to the bridge information and the vehicle information;
and screening the reference intrinsic mode function and the actual intrinsic mode function according to the driving frequency to obtain a target reference intrinsic mode function and a target actual intrinsic mode function.
4. The bridge damage identification method according to claim 3, wherein the determining the driving frequency of the double-axle vehicle according to the bridge information and the vehicle information comprises:
establishing a biaxial vehicle-bridge coupling vibration model according to the bridge information and the vehicle information;
determining a bridge motion balance equation according to the biaxial vehicle-bridge coupling vibration model;
and determining the driving frequency of the double-axle vehicle according to the bridge motion balance equation.
5. The bridge damage identification method according to claim 1, wherein the determining a damage index according to the target reference eigenmode function and the target actual eigenmode function, and determining the damage position of the bridge based on the damage index, comprises:
determining a damage index of the bridge according to the difference value of the target reference intrinsic mode function and the target actual intrinsic mode function;
and judging the damage position of the bridge according to the peak position of the damage index.
6. The bridge damage identification method of claim 1, wherein establishing a reference bridge finite element model comprises:
acquiring a bridge design file, and displacement data and stress data of a bridge when the bridge is formed;
establishing an initial bridge finite element model according to the bridge design file;
and obtaining a reference bridge finite element model according to the displacement data and the stress data based on a finite element model correction technology.
7. The bridge damage identification method according to claim 1, wherein the obtaining of the reference axle response of the two-axle vehicle when passing through the reference bridge according to the two-axle vehicle finite element model and the reference bridge finite element model comprises:
based on ANSYS and MATLAB, simulating that the biaxial vehicle finite element model passes through the reference bridge finite element model, and determining the reference axle response when the biaxial vehicle passes through the reference bridge.
8. A bridge damage identification device based on biaxial vehicle contact point response, comprising:
the modeling module is used for establishing a biaxial vehicle finite element model and a reference bridge finite element model;
the driving module is used for acquiring the actual axle response of the double-axle vehicle when the double-axle vehicle passes through the actual bridge, and acquiring the reference axle response of the double-axle vehicle when the double-axle vehicle passes through the reference bridge according to the finite element model of the double-axle vehicle and the finite element model of the reference bridge;
the calculation module is used for determining a target reference intrinsic mode function and a target actual intrinsic mode function according to the reference axle response and the actual axle response;
and the identification module is used for determining a damage index according to the target reference intrinsic mode function and the target actual intrinsic mode function and determining the damage position of the bridge based on the damage index.
9. An electronic device comprising a memory and a processor, wherein,
the memory is used for storing programs;
the processor, coupled to the memory, is configured to execute the program stored in the memory to implement the steps in the bridge damage identification method according to any one of claims 1 to 7.
10. A computer-readable storage medium storing a computer-readable program or instructions, which when executed by a processor, is capable of implementing the steps of the bridge damage identification method according to any one of claims 1 to 7.
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